Back to back tests reveal strengths, weaknesses

Four half-ton pickups came out to Head Lake, Ont. recently for a celebration known as the Truck King Comparison.

Two veteran truck writers and I spent a couple of days running the pickups on back-to-back test loops while empty, while towing and while on an off-road course.

Of the trucks tested, the Ford F-150 and Dodge Ram were the newest in terms of their most recent updates. Both were 2009 models (there are no significant changes for the 2010 model year) and featured body, powertrain and suspension upgrades. The Chevrolet Silverado was fitted with General Motors’ hybrid powertrain, while the 2010 Toyota Tundra was equipped with a new 4.6-litre V8, which was added as a fuel-efficient alternative to the powerful 5.7L V8.

The purpose of the Truck King event has always been to test pickups under real-world conditions. The testing of these four pickups was as intense as any previously done in the past, but because of the small number of entries, we agreed it was best to report our observations rather than try to declare a winner.

Gravel roads are great for three things — evaluating cabin noise levels, getting steering feedback and driving dirt into every possible crevice. With all the rain we had, we managed to achieve all three. Our consensus was that the Chevy and Ford were the quietest trucks — not just on overall road noise but also in terms of the pinging in the wheelwells from the gravel hits. On pavement, tire noise was low and with both engines at idle it was almost impossible to tell they were running. (That’s a bit deceiving because the Silverado’s engine shuts down when the pickup comes to a stop.)

Steering feel is good on all the trucks, but, again, the Ford and Chevy seem to be better than the other two with a more controlled, confident feel.

Certainly, the F-150’s new longer wheelbase adds to the overall ride quality. The trade-off is its increased turning radius. Inside, however, Ford puts this added length to good use in rear cabin space, adding almost 15 centimetres of floor space. For spaciousness, Ford has it over the others.

It was interesting to see a fold-down cargo bed step added to the Tundra. An obvious add-on that mimics the F-150’s step, it’s good to see Toyota reacting quickly to a changing market and not waiting until the next-generation model to update. That said, it was noted during the off-road test that the Tundra has the most play between box and cab — it needs to be stiffened.

With the rain pelting, we first attempted the off-road loop in two-wheel-drive mode, but we were soon stuck in the slick mud. Still, we noted that the mechanical locker the Chevy has in its rear differential provided the most traction before we switched to four-wheel drive. From here, each truck performed adequately, although the F-150’s turning radius caused us to back up, which we didn’t need to do in the others. Also, we noted that the Tundra and the F-150’s trailer light connections are below their rear bumpers. We managed to bend both. These belong above or in the bumper as Dodge and Chevy have done.

All of our test trucks were powered by V8s, with the Toyota sporting the smallest engine and the hybrid Chevy the largest (6.0 litres). Interestingly, from a fuel economy perspective, the hybrid was only about one litre per 100 km more efficient than Toyota’s new 4.6L V8. While this spoke to the strides made by Toyota to save fuel, the real difference emerged when towing.

The Ram was equipped with a 5.7L Hemi engine and five-speed automatic that has been doing duty in that truck for several years, although the engine has been upgraded with variable valve timing. The F-150 had a 5.4L V8 under its hood, which has also been around for as long as the Hemi but which was updated with new valves and coupled to a new six-speed automatic transmission. In fact, the Ram is now the only pickup that doesn’t run a six-speed tranny, so it’s obvious that multi-gear transmissions are playing much larger roles in power and fuel management.

These gearboxes also show off advanced computer programming with tow/haul settings that electronically change the shift points for acceleration and allow manual control for use with engine braking on long grades. Many of these changes are innovations that have migrated from the heavy-duty truck segment. Frankly, with what half-tons will now tow, it’s needed.

Our test trailer was a dual-axle, landscape-type trailer with a tare weight of 1,090 kilograms. On it we loaded two ATVs with a combined weight of 576 kg. So, with the trailer included, we put together a modest tow test weight of 1,666 kg — respectable for any of these half-tons but far from a real workout. While towing this trailer, the power and wheelbases of the Ford and Chevy proved to be the best combinations. The Dodge lacked only in its gearing, where a long second gear tended to bog a bit on hills while accelerating.

While the Tundra handled the weight, it used all its power and the transmission worked hard to keep pace — an obvious trade-off for the improved fuel economy. With its 6.0L Vortec V8, the Silverado hybrid pulled with strength and confidence — and the electric motors even had enough power to move the truck and trailer from a standing stop on electric power only.

Looking at suspensions, we concluded that our modest load wasn’t enough to highlight any major differences between leaf springs and coil setups. In fact, the new arrangement on the Dodge felt pretty good.

As for design, we try to be practical in our evaluations, but we are as swayed by a truck’s looks as any buyer. And while there wasn’t a mutt in the bunch, we had to admit the Ram is a very pretty truck, inside and out.